Safety device for point-switches.



No 698,l08. Patented A r. 22, 1902.:

'L. nurm. SAFETY DEVICE FOR POINT SWITCHES.

(Application filed Dec. 14, 1900.)

2 Sheets-Sheet I.

(No Model.)

FIG.

1 l-NVENTQR a WITNESSES LOUIS Du-- BYQM I H I S ATTORNEYS THEjfORRI SFirms ca, Pumaumu. wAsmNn'rom n.

I Q BY No. 698,!08. Patefited Apr. 22, I902.

LDUNN. SAFETY DEVICE FOR POINT SWITCHES.

(Application filed Dec. 14, 1900.,

(No Model.)

2 Sheets-Sheet 2,

Pic-3.6.

WITNEsSES. Her-7. JNVENTQH LOUIS DUNN NITEDA STATES ATENT QFFICE.

, LOUIS-DUNN, or MINNEAPOLIS, MINNESOTA.

SAFETY DEVICE FOR POINT-SWITCHES.

fiPECIFICATION forming part of Letters Patent No. 698,108, dated April22, 1902.

Application filed December 14, 1900. ilerial No. 39,829. (No model.)

To coZZ whom, it may concern:

Be it known that I,LOUIs DUNN, of the cit of Minneapolis, county ofHennepin, State of Minnesota, have invented certain new and usefulImprovements in Safety Devices for Point-Switches, of which thefollowing is a specification.

This invention relates to improvements in safety devices to be used in'connection with a point or split switch to prevent derailment of trainsrunning toward the points of the switch when the switch is in a neutralor partially-open position; and the invention relates particularly toimprovements in the safety device for point-switches 'for which LettersPatent No. 524,273 were issued to me on the 7th day of August, 1894.

The object of my present invention is to simplify the construction ofthe safety device shown and described'in my former patent.

To this end the invention consists generally in the constructions andcombinations hereinafter described, and particularly pointed out in theclaims.

In the accompanying drawings, forming part of this specification, Figure1 is a plan view of a point-switch constructed in accordance with myinvention. Fig. 2 is a detail section on line as a: of Fig. 1, showingthe means for locking the points in a neutral position by the passage ofa truck. Fig. 3 is a detail section on line y y of Fig. 2. Fig. 4 is adetail section on line 2' e'of Fig. 2. Fig. 5 is a detail section online w w'of Fig. 2. Fig; 6 is a detail section of the spring mechanismfor holding the side-track point away from the side-track position. Fig.7 is a detail'section of the point-rails and the slotted bridlerodconnecting them.

In the drawings, 3 and lrepresent the rails of the main track, and 6 and7 the corresponding rails of the side track. These rails are fixed inthe usual manner and converge toward each other in the usual way.

2 and 5 represent the outer or stock rails. The rail 2 is in line withthe outer rail 3 of themain track, and the rail 5 forms a continuationof the outer rail 7 of the side track.

10 and 11 represent the movable points, arranged in the usual manner andconnected together by the head-rod 16 and by the slotted bridle-rod ortie-bar12. 'When the points i are in position with the point 11 againstthe side of the rail 5, the switch will be set for the main track andwill direct a train passing toward the points along on the main track.When the point 10 is against the side of the stock-rail 2, the switchwill be set for the side track and will direct a train passing towardthe points onto the side track.

As stated in my former patent, as pointswitches are usually constructed,when the switch is partially open or is in a neutral position, such asshown in Fig. 1 of the drawings, a train passing toward the points willnot be directed onto either the main track or the side track, but theflanges of the wheels will pass outside of both of the points and willdrop down between the points and the stock-rails, and the train willthus be derailed. There are many ways in which the points may get intothis neutral position. Forinstance, the head-rod or the rod connectingthe head-rod with the switch-stand may become broken and the points heaccidentally displaced, some foreign substance, such as a broken bolt orother piece of metal or a stone or piece of ice, may get between one ofthe points and the stock-rail and prevent the switch from beingcompletely thrown, or the switch may be left partially open by design bypersons intending to derail the trains. Inany event, where a point orsplit switch of the usual construction is used whenever the switch isleft in this position and a train passes along the track toward thepoints it will inevitably be thrown from the track. By the constructionof my former patent, hereinbefore referred to, I prevented the derailingof the train under these circumstances and provided means to bring thetrain back upon the main track whenever the switch stood in a neutralposition and a train traveled on the track toward [the points of theswitch. By my present construction I secure the same result withsomewhat-simpler mechanism. As here constructed, the point 11 has nomeans of preventing lateral movement on the ties toward the point 10between the point where it is connected to the head-rod 16 and the pointwhere it is joined to the main rail 4. The main rail 4 also has no spikeor other means of preventing lateral movement toward the other main rail3 for some distance beyond where the point 11 is spliced to it. Thereis, therefore, no means of preventing a lateral flexing or bending ofthe point 11 and the end portion of the main rail 4E between thehead-rod 1G and the point where the main rail is secured to the ties bythe spikes 4. Upon the outside of the point 11 and end porlion of themain rail 4 I provide the filling strip or piece 1 3, which is adaptedto receive and support the flanges of the wheels passing between thepoint 11 and the stock-rail 5. That part of the filling-piece that isagainst the side of the point 11 is level on its upper surface, so asnot to interfere with the flanges of the wheels moving on the side trackwhen the switch is set for the side track. The succeeding portion of thefilling-piece 13 is inclined and rises to the level of the upper surfaceof the main rail 4, where it is provided with asubstantially levelportion at the same height as the top of the main rail i.

The point 11 is connected to the point 10 by means of the bridle-rod ortie-bar 12. This bar is provided with a slot 12, by means of which it isconnected to the point 11, (see Fig. 7,) and this slot permits lateralmovement of the point toward the other point 10 without bending orbreaking the bar 12. A row of spikes 10 is arranged inside of the point10 and in such position as to form a solid lateral bearing for saidpoint to positively limit the movement of said point inward or towardthe other point. When the switch is set for the main track, the base ofthe point 10 is brought against the spike 10, which limits the inwardmovement of said point.

A diagonal rail 14 is arranged, as shown in Fig. 1, between the rail 6and the main rail In my present construction I do not use anyfilling-piece between the rails 3 and G or between the rail 2 and thepoint 10; butIarrange said rail and point so that when the inside of theflange of'a wheel is brought against the outside of the point 10 thetread of the wheel will still be resting on the surface of the rail 2.In other words, if the wheels at the opposite side of the truck passoutside of the point 11 the flanges on the wheels that are traveling onthe rail 2 will encounter the outer surface of the point 10, while thetreads of the wheels are still supported on the top of the rail 2, andas the point 10 is limited in its lateral movement and as the distancebetween the outer surface of the point 10 and the inner surface of therail 2, when the point is at the limit of its inward movement, is lessthan the thick ness of an ordinary car-wheel it follows that even if theswitch is set at a neutral point it will beimpossible for the wheelsthat are traveling on the rail 2 to leave that rail and drop into thespace between the rail and the point. As the distance between the outersurface of the point 10 and the outer surface of the point 11, exceptfor a short distance at or near the free ends thereof, is greater thanthe distauce from the inside of one car-wheel to the inside of the otherwheel 011 the same axle, it follows that if a car is travelingtoward thepoints of the switch and if said switch is in a neutral position, asshown in Fig. 1 of the drawings, that the portion of the point 11 nextto the rail 4L and the end portion of the rail 4- must be compressed orforced toward the rails 2 and 3 as the truck travels along, with theinner surface of the flange of one wheel against the outer surface ofthe point 10 and the inner surface of the flange of the opposite wheelagainst the outer surface of the point 11. As the ends of the points areheld at a fixed distance by the head-rod 1G and as the point 10 is heldfrom in ward lateral movement by the spikes 10, it follows that theportion of the point 11 and the main rail 4 between the head-rod 1G andthe spikes i must be bent or flexed slightly toward the opposite pointor rail in order to permit the truck to travel along with the flanges ofthe wheels between the points and the rails 2 and 5. This inward flexingor bending of the point and end portion of the rail c may beaccomplished without anyinjury to said parts, and the slotted connectionbetween the tierods 12 and the point 11 permits an inward lateralmovement of the point 11 and the end portion of the rail 4 withoutinjury to said tie-rod. lVith the device here shown, if the points arefor any reason left in a neutral position, such as shown in Fig. 1 ofthe drawings, and a train travels along the track toward the points theflanges of the wheels will enter the spaces between the points and thestock-rails 2 and 5. The flanges of those wheels that enter the spacebetween the point- 10 and the rail 2 will cause the point 10 to bebrought firmly against the spikes 10, which will prevent further lateralmove ment of said point; but the wheels traveling on the rail 2 cannotleave said rail, as when the inner surface of the flange of each rail isagainst the outer surface of the point 10 there will be sufficientportion of the tread of the wheel resting upon the rail 2 to cause saidwheels to be supported on said rail. The portion of the point 11 andrail at between the head-rod 16 and the spikes! will be inwardly bent orflexed by the pressure of the inside surface of the wheel-flange uponthe outer surface of said point and rail. This compression will forcethe point 10 firmly against the spikes 10, beyond which its movementwill be prevented, while the opposite point 11 and portion of the rail 4will he flexed inward far enough so that the distance between the outersurfaces of said points and rail will be equal to the distance from theinside of one wheel to the inside of the opposite Wheel on the sameaxle. This will cause the flanges of the wheels that are between thepoint 11 and the rail 5 to travel upon the filling-piece 13, which willraise the wheels on that side to the top of the rail 4, and when theinner surfaces of the flanges of the wheels at the the switch from beingin position for the side opposite side of the truck comein contact withthe diagonal rail 14 the wheels on that side, which, as beforeexplained, will have remained on the rail 2 and will have traveled ontothe main rail 3, will be crowded farther onto said rail, and the flangesof the other wheels will ride over the top'of the rail 4 and drop insideof said rail, thus bringing the train back onto the main track.

I also prefer to provide means for norm ally holding the side-trackpoints out of position to connect with the side track. For this purposeI provide a suitable cylinder 16, which is firmly secured in positionupon one of the ties in proximity to the point 10. A spring 17 isarranged within this cylinder,with a disk or follower 1S, and a rod orbolt 19 passes through said follower and through the spring 17 andthrough the point l0,to which it is connected by means of the nuts 20.The tension of this spring tends to move the point 10 away from the rail2, and therefore to prevent track, except whenitis intentionallysettherefor. At all other times the spring device will move the point 10away from the stock-rail 2, and a train traveling toward the points willeither pass along on the main track or its trucks will pass betweenthestock-rails and the points and will then be brought back onto themain track by the safety devices hereinbefore described.

It will be noted that when the points are in a neutral position and atrain is traveling on the track toward the points the means alreadydescribed will cause the wheels that pass into the spaces between thepoints and the stock-rails to be brought back onto the main rails; If,however, the head-rod 16 or the connecting-rod between the points andthe stand should be broken or it the stand should be turned so as topartially open the switch, the pressure of the train against the pointswould tend to move the points so as to cause them to connect with theside track, in which case one or more of the trucks or one or more ofthe cars having passed over the safety device and gone back on the maintrack the other trucks or cars would be directed by the points onto theside track. This would either throw the train from the track or injurethe cars or the track. For the pur pose of preventing this I provide alocking device which will prevent the point 10 from moving against thestock-rail 2 as soon as one wheelrh'as passed along the space betweenthe point 10 and the rail 2. As before stated, the

spring-actuated device connected to the point 10 will automaticallythrow the switch into position upon the main track it there is noobstruction to the movement of the point, and the device which I willnow proceed to describe will as soon as a single wheel has passedalongthe space between the point 10 and the stock-rail 2 prevent thepoint 10 from being moved against the stock-rail 2 and willantomatically lock the switch in position for the main track should thepoints he moved into position to set the switch for the main track bythe passage of a train in the opposite direction. For this purpose Iprovide in connection with the point 10 a short axle 22, which passesthrough a hole in said point and is adapted to turn or oscillate in itsbearing,

This axle carries upon its end between the point 10 and the stock-rail ashort wedgeshaped bar 23, that I term a plunger. This plunger is securedto the end of the axle 22, as shown in Fig. 3, and is provided with awedgeshaped lower end having the offsets or shoulders 23'. When in itsnormal position, the upper end of the plunger stands substantially flushwith the upper surface ofthe point 10, as indicated by dotted'linesinFig.

3, and a notch 24 is cut in the stock-rail 2 to receive the head of theplunger when the switch is set for the side track. The inner end of theaxle 22 is formed with a hook or lug 25, and just inside of the point 10is a stop-collar 26, provided with a lug 27. A strap 28, secured to theinside of the point, passes over the axle'22 and partially surroundssaid axle and formsa partial bearing therefor. A slotted plate 29 isarranged below the axle 22, being secured upon the ties, and is providedat the inner edge of its slot with a lip or projection 30. When innormal position, the plunger 23 will stand in the position indicated bydotted lines in Fig. 3, and the hook 25 will occupy the positionindicated by dotted lines in Fig. 4. Any tendency of the axle to turn soas is prevented by the lower part of the hook 25 coming in contact withthe surface of the plate 29 at one side of theslot. The lug 27 on thestop-collar will at this time be in engagement with the base of thepoint or rail, thereby preventing the top of the plunger from beingbrought above the top of the rail. Should, however, the points he inneutral position, as shown in' Fig. l of the drawings, the flange of awheelpassin'g into the space between the point 10 and the stock-wheel 2,as illustrated in Figs. 2 and 3 of the drawings, will encounterthe headof the plunger and will force it downward, therebyturning the axle so asto bring the plunger into the position shown in Fig.2 and shown by fulllines in Fig. 3. As the lower-corner of the hook 25, as shown by dottedlines in Fig. 4, rests nponrth e surface of the plate 29, adjacent tothe slotin said plate, when the plunger is in its elevated position,thereby hold ing said plunger in such elevated position, it

is evident that in order to depress the plunger the hook 25 must clearthe edge of the plate. The strap or brace 28 prevents the to depress theplunger carrying the axle 22 with it, and

' The parts will'now stand ICS in the position shown by the full linesin Fig. 2, and it will be seen that it will now be impossible for thepoint 10 to be moved against the stock-rail 2, and hence it will beimpossible for the switch to be set for the side track while the trainis passing. With the hook 25 in the position shown in full lines inFigs. 2 and at of the drawings, should the points be moved so as to setthe switch for the main track, which will be done by the passage of atrain in the opposite direction, the hook 25 will be brought into theposition indicated by dotted lines in Fig. 2, and will then engage thelip 30 on the plate'29, and thereby lock the switch to the main track.

I do not limit myself to the details of construction herein shown anddescribed, as it will be evident that the same may be varied in manyparticulars without departing from my invention.

I claim as my invention- 1. In a switch, the combination, with themovable points, of a filling-piece secured to the outer side of one ofsaid points, and means independent of said point for limiting thelateral movement of the other point, substantially as described.

2. In a switch, the combination, with the movable points, arranged topermit the wheels to pass outside of both points when the switch ispartially open or in the neutral position, of a filling-piece secured tothe outside of one point and adapted to receive and support the flangesof the wheel, and means independent of said point for limiting thelateral movement of the other point, whereby the wheels on that side ofthe track are kept in position upon the rail, for the purpose set forth.

3. The combination, with the stock-rails, and the rails of the main andthe side tracks, of the movable points, one of said movable points beingprovided with a filling-piece secured to its outer side and rigid meansindependent of said point for limiting the lateral movement of the otherpoint, and means for guiding the wheels back onto the main track, forthe purpose set forth.

4. The combination, with the rails of the main and side tracks, of themovable points arranged to permit the wheels to pass outside of bothpoints when the switch is partially open or in a neutral position, andmeans permitting one of said points to be flexed laterally toward theother point upon the passage of a train when the switch is partiallyopen, for the purpose set forth.

5. The combination, with the rails of the main and side tracks, of themovable points arranged to permit the wheels to pass outside of bothpoints when the switch is partially open, or in a neutral position,means limiting the inward lateral movement of one of said points, andmeans permitting an inward or lateral flexing of the other point, forthe purpose set forth.

6. The combination, with the rail 2, of the movable point 10 providedwith the axle 22, carrying the plunger 23, and the stop-collar 26, forthe purpose set forth.

7. The combination, with the rail 2, of the movable point 10, providedwith the axle 22 having the hook 25, and the plunger 23, for the purposeset forth.

8. The combination, with the rail, 2, of the movable point 10, )rovidedwith the axle 22, having a suitable hook 25, and the slotted plate 29provided with the lip 30, for the purpose set forth.

9. The combination, with the movable point 10, of the cylinder 16,provided with the spring 17, the follower 18 and the bolt or rod 19extending through said follower and spring and connecting with the point10, said spring being adapted to move said point away from the rail ofthe main track or out of sidetrack position, substantially as described.

10. The combination, with the movable points and the rigid head-rod, ofthe slotted bridle-rod connecting said points, for the purpose setforth.

11. The combination, with the rails of the main and side tracks, of amovable switchpoint adapted, when brought against one of the main rails,to connect said rail with the adjacent side-track rail and means,connected with said point and adapted to normally hold said point out ofcontact with said main rail and in a neutral position, for the purposeset forth.

12. The combination, with the rails of the main and side tracks of themovable switchpoints and means for holding the side-track point out ofengagement With the main-track rail and in a neutral position.

13. The combination, with the stock-rails 2 and 5, of the movable points10 and 11 and means for holding the point 10 normally out of engagementwith the stock-rail 2 and in a neutral position, for the purpose setforth.

l t. The combination, with the stock-rails 2 and 5 of the movable points10 and 11 and a spring device connected with the point 10, and adaptedto hold said point normally out of engagement with the stock-rail 2 andin a neutral position, for the purpose set forth.

In witness whereof I have hereunto set my hand this 8th day of December,1900.

LOUIS DUNN.

In presence of RICHARD PAUL, M. E. GOOLEY.

